Bxlay



L V LEWIS.

RELAY.

APPLICATION FILED NOV. II. were,

Patented July 22, 1919.

3 SHEETS-SHEET 1.

FIG-2 L. V. LEWIS. RELAY. APPLICATION mannov. n; gala.

Patented July 22, 1919.

3 SHEETS-SHEET 2.

INVENTOR L V. LEWIS.

RELAY.

I APPUCATIQN FILED NOV. I]. 19'5- 1,310,626. Patented July 22, 1919.

3 SHEETS-SHEET 3- WITNESSES s'r ns OFFICE.

LLOYD v. LEWIS, or 3010mm, rmvns'navnmn, ABSIGNOR TO THE UNION switch a smut. 001mm, or awlssvm, PENNSYLVANIA, A CORPORATION or mnsnvmn.

Tooll whomitma concern:

Be it known t at I, Lwrn V. Lnwzb, a citizen of the United States, residing at Ed ewood borough, in the county of Alleg eny and State of Pennsylvania have invented certain new. and! useful mprov'ements in Relays, of which the following is a specification.

Thi invention relates to alternating current relays more especial] ado. torailway si aling as appli to, ectric railways w lerein the propulsion Quid Bignalin currents are alternating in character but 0 different frequencies, the propulsion current being of a lowerfreqnency t an the signaling current; the relay is selectively responsive foreontact operation only at a frequency hi her than that of the propulsion current. he chief-characteristic of this invention resides in the provision of a relay g thelme III-III ofFig. 1, showing in elevation the relative arrangement of magnet,

of this chain cter which is selective as to frequency by means of torque, that is to say, a

' relay in which the motor varies in speed substantially in accordance with variations in frequency, and has associated therewith a biased member which is moved by the motor to close the contact or contacts only when the motor is supplied witlrcurrent at or above a predetermined frequency. Another feature of my invention is provision of a relay of this character whi is capable of movement to two itions from its intermediate or biased position, depending on the direction of the operating motor.

Other characteristics of this inventlon are to providea relay ofthis character which-is so constructed as to provide maximum reliability, to minimize t e number of frictional surfaces, and to reduce the danger of sticking of the relay to a minimum.

()ther characteristics will appear from a consideration of the following detailed description, taken in connect-ion with-the accompanying drawin forming a part of this specification, with t e understanding, however, that the embodiments though practical, are by no meansthe only embodiments which the invention may asbume, wherefore the invention is not confined to any strict conformity with the showing of the drawings, but may be changed and modified in various particulars, so long as such changes and modifications make no I anian a mmmm.

Application Microfiber :7, mo. lerlal m. m ,m.

illustrated,

Patented J uly.22, 1919.

material departure from the salient features of the invention.

. While the present invention is not of necessity confined to use in railway signalin systems, it is particular] adapted to sucfi use, wherefore in the following description it will be considered that the invention is applied to a railway sinaling system, thus avoiding complexity 0 description, without, however, confining the use of the invention to the particular associations described.

In the drawings, Figure 1 is a central longitudinal aectionalview showing one form of relay embodying my invention.

F ig.2 is a transverse sectional view taken on the line II-II of Fig. 1, looking in the direction of the arrows, and showin in elevation a portion of the mechanism or actuating the contacts.

F1 3 is a vertical sectional view taken on core, and armature of the relay. Fig. 4 iso diagrammatical view of the relay, shown in the preceding figures, as applied to a railway si aling s stem.

- Fig. 5 is a 'vertica longitu inal sectional view showing another form of relay embod'ing my invention.

1g. 6 1s a transverse sectional view of Fi 5 taken on the line VI-VI thereof loo mg inthe direction of the arrows, and

showing the relative arrangement of the blades.

Similar reference characters desi similar parts throughout the several news.

Referrin to the drawings, my first form' core L, which is spaced from the outer core L to receive the drum of rotor N as will be described. The central core L is mounted on a stud 12 formed on a plate 13, the latter providing a closure for the com artment 10, as shown. Removably mounte on the stud 12 is a stub shaft 14 upon which is rotatably mounted, by means of the ball bearings 15, a spider 1G. The spider has secured to its periphery a drum or annular member 17 formed of conducting material, and which is of such a length to have one end thereof extending through the air gap formed between the outer and central cores of the stator K while its opposite end extends through an air gap between a permanent magnet P and a soft iron ring P. The magnet P is rotatably mounted within the drum 17 by means of a shaft 18, one end of which is pivoted in a jeweled bearing formed on the end of the stub shaft 14 as at 19, while its opposite end is similarly mounted in an arm 20 formed on the inner wall of the casing 9 as at 19. The ring P is secured to a. flange 21 formed on the adjacent wall of thecompartment 10,.Said ring encircling the drum 17 at a. point 01pposite the magnet P, thus dis osing tie drum in the magnetic field of tlie magnet. It will be evident, therefore, that when the motor M is energized, drum 17 will be rotated in the ma etic field of magnet P to induce magnetic lines of force therein whereby a torque will be transmitted to the magnet. This torque transmitted to the magnet is proportional to the speed of r0.- tatlon of the rotor N, -as the greater the speed of the rotor, the enter are the num ber of lines of force out y the drum to cause a corresponding increase in the torque. As motor M is of the induction type, it is obvious that the speed of rotation of the rotor is substantially proportional to the frequency of the current, therefore, in order to allow the relay to respond to the frequency of the signalin current but not to the frequency of tie propulsion current, it is necessary to provide some means for preventing the magnet responding to the influence of the drum 17 until the drum exceeds a speed corresponding to the frequency of the propulsion current. Such means comprises in this instance a segmental gear 22 biased to an intermediate or neutral position by means of a weight 23 pivotnlly mounted in the casing at 23. The gear 22 is attached to a crank shaft 24, while the weight 23 is eccentrically connected to such shaft by means of links 25 and 25 connected respectively to arms 26 and 26 on shaft 24. The arms 25 and 25 are slotted to permit the gear to oscillate in either direction from its intermediate position without interference The gear is driven by a small pinion 27 which is ,freely mounted upon the shaft 18 31nd is driven thereby by the friction between the pinion 27 27 is ressed against collar 18 b spring 28. he purpose ofthe frictions connection between pinion 27 and shaft 18 is to eliminate any shock which might bc'ceused by the sudden steppe e of me at P. It will be obvious from t e foregoing that the biasing action of the weight 23 upon the segmental gear 22 prevents movement of the gear and consequently rotation of the magnet P until the torque created by the drum 17 is of such a strength as to. over come the biasing action of the weight, whereby the magnet and gear will be permitted to move. As the. torque is proportional to the speed of the. drum, it is obvious that the magnet will be rotated-only when the frequency of the current suppliiid to the motor is suflicient to drive the at the speed required to create the desired torque. This frequency corresponds to the frequency of the signaling current or any frequency above the maximum propulsion frequency but not to. the propulsion frequency or any lower frequency.

The magnet P is designed to operate contact fingers 29 throughthe segmental car 22, the fingers being pivoted upon a s aft 30 and adapted to be simultaneousl rocked by an eccentric connection witr e crank shaft 24, said connection includmg armsfil and 32 and a link 33" Eivotally counseling the two. The contact ngere, 29 are posed between an upperland lower set of Qfixed contacts 34 and 35respectifvely, said fingers being normally held in disengaging or neutral position, with res ct to the contacts 34. and 35, under the biasing action of the weight 23. A

In operation whep the motor is energized to rotate the in a; counter-clockwise direction as vleWbd-in Fig. 2, and at a sufficient speed to overcome the binsin action of the weight 23, magnet P wi 1 be caused to rotate with the drum. Hence, pinion 27 will drive the gear 22 upwardly to cause a, artial rotation of the shaft 24 against t e action of the weight 23, thus rocking the shaft 30 to move the contact fingers 29 upwardly to engage the con *cts 34. VVheIi the motor is denergized, however, 115 mu et P will be free to rotate in an opposit direction under the infiuence of the weight 23, hence, gear 22 and consequently the contact fingers 29 will return to their normal or neutral position. If, however, 120 the motor is energized to rotate in a clockwise direction, a reverse movement of the magnet, gears, etc, will occur to cause the fingers to engage the lower contacts 35.

Referring nowto Fig. 4, I, have here 125 shown one form of railway signaling system including a relay of the ty shown in the preceding views. H and I designate the truck rails of a railway over which traffic 65 and collar 18 attached to the shaft. Pinion, normally moves in thedirection indicated by block, the middle points of each pair of adjacent .bonds hein connected by conductors 42". Located 9. Jacent the entrance end 0 each-section is a signal 41, each of which is here shown as of the semaphore type capable of three positions of indication, namely, danger, caution and clear. Alternating signaling current of a firequency higher than that of the propulsion current is supplied to the rails of each block section irom the generator G, the terminals of which are connected with transmission mains 44 and to which transmission mains are connected the primaries-of transformers T, the secoridary'of each of which supplies the primary of the corresponding track transformer T. The secondary of each track transformer T is connected across the rails of the corresponding section through an impedance coil 46 and through a poleclianger operatively connected with the semaphore of the adjacent signal. Located adjacent the entrance end of each section is a rela R, the winding. S of which is connected irectly across the secondary of the adj acent transformer and the winding S of which is connected with the track rails of the section for which therelay is provided.

Each signal 41 is provided with a caution,

indication circuit which is closed when the contact 29 of the corresponding relay engages with fixed contact 35 and with a i clear indication circuit which is closed when contact 29 of the corresponding relay ena es fiiied contact 34, both of these circuits Eelng supplied with energy from the secondary of the adjacent transformer TI The circult for the control of a signal in this manner are so well understood by those skilled in the art that it is deemed unnecessary to trace the circuits in detail herein.

It will beunderstodd that the direction of rotation of the magnet P of each relay is dependent u op the phase relation of the current in t e two windings of the relay; that is to say, if the phase of the current in the track winding lags behind the phase of the current in the local winding, the magnet P will rotate in one direction, whereas if the phase in the is! winding is caused to lead thep'hase in the local winding, will rotate in the other direction. The relation of the phases of the two windings of each motor is determined by the pole-changer clear, therefore,

the magnet P operated by the signal for the section next in advance.

In Fig. 4, section CD is occupied by ve-- hicle V, so that winding S of the relay R for this section is dei ncrgized, whereby contact 29 of that relay occu )ics its neutral position and signal 41 therefore indicates danger. lole'changer l5 operated by the signal for section C-Ilthen supplies current to the track rails of section BC in such direction that contact 29 of the relay for section 13-0 is swung to the left, thereby closing the caution indication circuit for f signal 41. \Vith signal 41 of section in the caution position, the pole-changer 45 for this signal supplies current to the track rails of section A-B in such direction that contact 29 of the relay for section AB is swung to the right, thereby closing the clear indication circuit forsignal 41 at this section. \Vhen the car or train V proceeds into section ll-E, it will denergize the track winding 5 of the relay for this section so that signal 41 for this section will change to danger. The track winding S of relay R for section CD is now enerized and the phase relation of the current in this winding to that of the current in winding S is such as to cause contact 29 to swing to the left, thereby closing the cantion indication circuit for signal 41 of section C-D, which signal thereupon moves to the caution position. This movement of the signal reverses pole'changer 45 connected therewith, thereby reversing the phase relation of the current in winding 3 of relay for section 13-0 with respect to the current in winding'S of that relay, so that contact 29 swings to the right, thereby causing signal 4l'for section B-C to move to its clear position.

I have said that the frequency of the signaling current produced by enerator G is hi her than that of the ropu sion current pro uced by generator 1. For example, the frequency of the signaling current may be 60 cycles per second and that of the pro-' pulsion. current 25 cvcles per second, in which case each relay R will he so adjusted that its contacts will not be closed when the rel: rotor rotates at, a s eed corresponding to 5 cycle current in tlie relay windings, but that they will be closed when the relay rotor operates at a speed correspondin to 60 cycle current inthe windings. It will be that in the event of a difference of potential of propulsion current across the .rails of any given block section, the presence of this propulsion current in the windings S and S of the relay for that block section cannohof itself cause operation of such relay tonlose one or another of its contacts. For example, considerin block section. C-D, which, as shown in ig. his occupied by a car or train V, if the pro ii are co-extensive with the blades 51 of fan sion current should be unbalanced at the entrance en'd of tlussection and also in some other section. it is obvious that both Windings S and S of relay R. for sect on C-D would be energized by propulsion current;

whatever the value of this current in the windings of this relay, however, it could merely cause operation of the rotorR of this relay at a speed too low to cause movement of the contact member 29, hence the relay would not be actuated by such propulsion current to cause a false caution or clear signal in the rear of the car or train V.

In Fi s. 5 and means or obtaining the desired torque to -move the hinged gear 22 after the rotor reaches or exceeds a speed proportional to the signaling frequency. Inthis embodiment of my invention the torque is created pneumatically, that is, revolving fan blades act pneumatically on normally stationary fan blades to cause movement thereof. In carrying out my invention, I provide a motor M identical to that shown in my first form, with the exception, however, that the drum 17 has its inner or right hand marinal edge bent inwardly to provide an annu- Far flange 50. Secured to the flange 50 at regular spaced intervals and extending laterally therefrom, in circular series, are the blades 51 of a fan F. These blades 51 are arranged radially with respect to the 'axis of the rotor N and have their right hand ends secured together by means of an annular disk 52. Fixed to the shaft 18 is a second fan F which is of such a. diameter as to surround the fan F with the pmiper intervening s ace to permit rotation 0 the fans indepenc ently of each other. Fan F comprises a circular series of blades 53 wliie}; and are similarly arran ed with respect to the axis of the rotor. hese blades 53 are secured together at one end and to the shaft 18 by means of a disk 54 riveted to a collar 55, while the opposite ends are connected by an annular disk 56. It willbe noted that the number of blades constituting the fan F is greater han that offan F, whereforethe required amount of torque will be produced in fan F, as will be hereinafter described.

It will be apparent from this construction and arrangement of fans F and F'.,'that they do not mechanically contact with each other and that they may be readily and conveniently separated.

In operation, it is to be understood that gear 27 in Fig. 5 is the equivalent of gear 27 in Fig. 1, and that the biased gear 22 meshes with gear 27 to normally prevent rotation of shaft 18 and fan F. When motor M is supplied with alternating cur- .ent of a frequency corresponding tothe signaling frequency, rotor N and consequently fan F will be caused torotateat a 6. I have shown a modified predetermined speed. When fan F rotates at this speed, the blades thereof will agitate the surrounding air to produce a torque upon the blades of fan F which is of sullicieut strength to overcome the biasing action imposed upon the shaft 18 whereby fan F will be drag ed around with fan F to cause roweight 23 upon the fan F prevents movement of such fan when the motor M only receives current of the frequency corresponding to the propulsion current or any frequency lower than the signaling frequency.

From the foregoing description, taken in conjunction with the accompanying drawings, it will be evident that I have provided three position relays which are selective as to frequency for contact operation and that the torque produced in either of the relays is obtained without mechanical contact.

Having thus described my invention, what I claim is:

1. A relay comprising a motor, a magnet inductively associated with the rotor of said motor for movement therewith, means for preventing said magnet from moving with said rotor until the rotor has reached a predetermined speed, and a contact governed by said magnet.

2. A relay comprising a prime mover, a conductor adapted to be moved by said prime mover, a mo able magnetized member for creating a magnetic field through which said conductor moves whereby torque is exerted on said member, means for exerting a reverse torque on said member. independently, and contacts controlled by said member.

3. A relay comprising an electrical generator having a rotatable field and rotatable armature, means for rotating said armature,

whereby torque is exerted on the field,

means for exerting a fixed torque on said "field in opposition to the torque of said armature, and contacts controlled by said field.

4. A relay comprising an electrical generator having a movable field and a movable armature, means for moving said armature to effect a torque on said field, means for controlling said field for permitting movement thereof only after said armature has attained a redetermined speed, and con tacts contro led by said field.

5. A relay comprising a motor, a movable member biased to one position, means actuated inductively by said motor for moving said member away from its biased osition, and'contacts controlled by said mem or.

6. A relay comprising a motor, a movable member biased to one position, means actuated inductively by sald motor for moving said member away from said position, said means being effective only at or above a predetermined speed of said motor, and contacts controlled by said member.

7. I rela comprising a motor, a member adapted to be moved by said motor, electrical means inter osed between said motor and member an responsive at or above a predetermined speed of said motor to move said member, and contacts controlled by said member.

8. A relay comprising a reversible motor, a movable member biased to a neutral position, means actuated inductively by said motor to move said member away from the neutral position in one direction or the'other in accordance with the direction of rotation of said motor, said means being efl'ective only at or above a predetermined speed of said motor, and contacts closed by said memher when out of neutral position.

9. A relay comprising a motor, an extension formed on the rotor of said motor, a permanent magnet mounted for rotary movement independently of said extension, a magnetizable ring surrounding said magnet and arranged in spaced relation thereto, said extension being arranged for movement between said ring and magnet, a biased member connected to said m net and efl'cctive to prevent movement 0 said member and said magnet until said extension has attained a predetermined speed or better, and contacts controlled by said member.

10. A relay comprising an induction motor, a contact controlling member, and means interposed between said motor and member for operatively connecting the two to cause movement of the member, said means being effective at or above a predetermined frequency of the current supplied to said motor.

11. A relay comprising an electric motor, a contact controlling member, and means interposed between the motor and the member for operatively connecting the two at a predetermined speed of the motor but not at lower speeds.

In testimony whereof I aflix my signature in presence of two witnesses.

LLOYD V. LEWIS.

Witnesses: A. HERMAN VVEGNER, HELEN Knnsnaw. 

